RU2726763C1 - Aircraft flight control system - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering, particularly, to control structures of multi-screw aircrafts of quadcopter type. Aircraft flight control system consists of take-off and landing control system, left-right movement, forward-backward, stop and parking system control systems, aircraft safety system. Electrohydraulic system includes hydraulic pumps, flight control unit, hydraulic motors, hydraulic system operation control units, bypass valves of hydraulics system, electromechanical hydraulic distributor controlling gear shifting of lifting hydromechanical gearboxes, unit of adjustable bypass valves that control operation of hydraulic motors and unit of pressure stabilization.EFFECT: higher reliability of aircraft in operation and safety of flights.1 cl, 5 dwg

Description

The invention relates to the field of aviation, in particular to aircraft flight control systems. The task is achieved due to the fact that the aircraft uses a take-off-landing system and a motion control system based on the use of hydromechanical units controlled by an electric drive

I don't know the closest analogue.

In my invention, I propose a fundamentally new approach to the flight control system of an aircraft that will take off and land vertically, move left and right, move back and forth, stop in the air. All screws will be located in the diffusers, which will increase their efficiency. The aircraft will be equipped with two right-handed propellers and two left-handed propellers. The propellers with the same rotation will be set diagonally, this arrangement of the propellers will prevent the aircraft from rotating around its axis.

The source of torque is an internal combustion engine, the uniqueness of the control system is that it transfers torque from the engine to the propellers through hydraulics.

The flight control system of the aircraft consists of:

1. Takeoff and landing control systems.

2. Control systems for left-right, forward-backward, stop and parking travel.

3. Aircraft safety systems.

All systems work as a whole, units and assemblies are used in several systems at once. Disable the flight control unit before starting the aircraft control systems. Otherwise, the security system will prevent the aircraft systems from starting. The safety system, in the event of a safe launch of the aircraft control system, will itself turn on the flight control unit. If it is impossible to start, the system will indicate the cause of the malfunction on the monitor of the on-board computer. To maintain the pressure in the hydraulic system at the same level, when switching to different modes, a block of bypass valves will be installed in the system to provide a stable load on the torque source. The principle of supplying the working fluid in the hydraulic system is the same in all flight control systems, and is detailed in the description of the operation of the takeoff and landing control system.

1. The take-off and landing control system consists of:

1. Electromechanical hydraulic distributor that controls gear shifting of lifting hydromechanical transmissions.

2. Bypass valves of the hydraulic system.

3. The control unit for the electromechanical hydraulic valve for gear shifting of the lifting GMKP.

4. The control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors.

5. Block of adjustable bypass valves that control the operation of hydraulic motors.

6. Flight control unit.

7. Block of pressure stabilization in the hydraulic system.

8. Pressure control sensors in the hydraulic system.

9. Bypass valve of the electromechanical hydraulic distributor controlling gear shifting of the GMKP.

The takeoff and landing control system works as follows.

Let us consider the operation of the take-off and landing hydraulic control system using the example of a single propeller drive where a hydro-mechanical gearbox (GMKP) is used to drive the propellers. Pressure control in the hydraulic system is performed by pressure control sensors in the hydraulic system. The first is installed in front of the hydraulic motor (Fig. 1, pos. 6), the second - on the pressure stabilization unit in the hydraulic system (Fig. 1, pos. 4) on the channel for returning the working fluid of the hydraulic system to the tank, the third - on the electromechanical hydraulic valve that controls the gear shift of the GMKP (Fig. .1 item 15). The hydraulic system works as follows.

The source of torque in the aircraft is an internal combustion engine (Fig. 1, item 18). Attached to it is a power take-off (Fig. 1, item 12), which removes the speed from the engine and transmits torque to the units.

Starting the power take-off (Fig. 1, pos. 12), we start the drive of the hydraulic pumps (Fig. 1, pos. 5). The hydraulic pump takes the working fluid from the working fluid tank (Fig. 1, item 13) and supplies it to the bypass valves of the hydraulic system (Fig. 1, item 2) located on the pressure stabilization unit in the hydraulic system (Fig. 1, item 4). Before turning on the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 11), the bypass valves of the hydraulic system (Fig. 1, item 2) are in the on position. The working fluid goes in a small circle, from the hydraulic pump (Fig. 1, pos. 5) through the bypass valves (Fig. 1, pos. 2) and the pressure stabilization unit in the hydraulic system (Fig. 1, pos. 4) returns to the working fluid tank ( 1 item 13).

After turning on the selected gear on the control unit of the electromechanical hydraulic valve for gear shifting of the lifting GMKP (Fig. 1, pos. 14), the valve of the selected gear is turned on on the electromechanical valve for gear shifting of the lifting GMKP (Fig. 1, pos. 15). Turning on the transfer on the control unit of the electromechanical hydraulic valve of the lifting GMKP gear shift (Fig. 1, pos. 14), we send a signal to the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 11), which includes a block of adjustable bypass valves that control the work hydraulic motors (figure 1, item 3) in the pre-takeoff position. At the same time, an electrical signal is sent from the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 11) to the flight control unit (Fig. 1, item 1). The flight control unit (figure 1, item 1) automatically gives a command to turn off the bypass valves of the hydraulic system (figure 1 item 2). At the same time, the flight control unit (Fig. 1, pos. 1) includes a bypass valve of the electromechanical hydraulic valve that controls the gear shift of the GMKP (Fig. 1, pos. 16). The working fluid through the bypass valves of the hydraulic system (Fig. 1, item 2) is directed to the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 3). From the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 3), the working fluid is directed through the high pressure channels to the hydraulic motor (Fig. 1, item 6). From the hydraulic motor (Fig. 1, pos. 6), the liquid is directed through the bypass valve of the electromechanical hydraulic distributor that controls the gear shift (Fig. 1, pos. 16) into the electromechanical hydraulic distributor that controls the gear shifting of the lifting GMKP (Fig. 1, pos. 15). From the electromechanical hydraulic distributor controlling the gear shifting of the lifting GMKP (figure 1, pos. 15), the working fluid flows through the selected gear of the GMKP into the crankcase of the GMKP (figure 1, pos.8). GMKP (firm 1 pos. 8) begins to rotate, rotating the air lifting pushing screw (figure 1 pos. 7) in the pre-takeoff mode. The oil drain pump (Fig. 1, pos. 17) pumps out liquid from the GMKP crankcase (Fig. 1, pos. 8) and directs it to the bypass valve of the electromechanical hydraulic distributor that controls the gear shift of the GMKP (Fig. 1, pos. 16). From the bypass valve of the electromechanical hydraulic distributor controlling the gear shifting of the GMKP (Fig. 1, pos. 16), the working fluid is directed to the pressure stabilization unit in the hydraulic system (Fig. 1, pos. 4), and from it to the working fluid tank (Fig. 1, pos. 13). The working fluid, not used for the operation of the hydraulic motor (Fig. 1, item 6) at different stages of takeoff and landing, is returned from the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 3) through the pressure stabilization unit in the hydraulic system (Fig. 1 item 4) into the working fluid tank (figure 1 item 13).

After switching the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 11) to the takeoff position, the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 3) switches to takeoff mode. The supply of the working fluid to the hydraulic motor (Fig. 1, pos. 6) and the pressure in the system increase, as a result, the speed of the hydraulic motor (Fig. 1, pos. 6), the speed of the GMKP (Fig. 1, pos. 8) and the rotation speed of the air lifting pusher screw (fig. 1 pos. 7). The aircraft rises into the sky.

After increasing the pressure in the electromechanical valve that controls the gear shift of the GMKP (Fig. 1, pos. 15), up to the required parameter, the pressure control sensor in the hydraulic system (fmg. 1, pos. 10) is installed on the electromechanical valve that controls the gear shifting of the lifting GMKP (Fig. 1 item 15) will send a signal to the flight control unit (figure 1 item 1). The flight control unit (Fig. 1, pos. 1) will turn off the bypass valve of the electromechanical hydraulic distributor that controls the gear shift of the lifting GMKP (Fig. 1, pos. 16), as a result, the working fluid from the oil pumping out pump (Fig. 1, pos. 17) goes in a small circle : through the bypass valve of the electromechanical hydraulic distributor controlling the gear shift of the lifting GMKP (Fig. 1, pos. 16) to the electromechanical valve that controls the gear shifting of the lifting GMKP (Fig. 1, pos. 15), from the electromechanical valve that controls the gear shifting of the lifting GMKP (Fig. 1, pos. 15) into the housing of the selected gear and drains into the GMKP crankcase (Fig. 1, item 8). In this case, the working fluid from the hydraulic motor (Fig. 1, pos. 6) goes through the bypass valve of the electromechanical hydraulic distributor that controls the gear shift of the lifting GMKP (Fig. 1, pos. 16) to the pressure stabilization unit in the hydraulic system (Fig. 1, pos. 4) and drained into the working fluid tank (Fig. 1, item 13). In the case of a decrease in the pressure of the working fluid in a small circle, the pressure control sensor in the hydraulic system (Fig. 1, item 10) installed on the electromechanical valve that controls the gear change of the GMKP (Fig. 1, item 15) sends a signal to the flight control unit (Fig. 1 item 1). The flight control unit (Fig. 1, pos. 1) includes a bypass valve of the electromechanical hydraulic distributor that controls the gear shift of the lifting GMKP (Fig. 1, pos. 16), as a result, the working fluid flows in a large circle. After the restoration of pressure in the electromechanical valve that controls the gear shift of the lifting GMKP (Fig. 1, pos. 15), the pressure control sensor in the hydraulic system (Fig. 1, pos. 10) is installed on the electromechanical valve that controls the gear shifting of the lifting GMKP (Fig. 1, pos. 15 ), sends a signal to the flight control unit (Fig. 1, pos. 1), the flight control unit (Fig. 1, pos. 1) turns off the bypass valve of the electromechanical hydraulic valve that controls the gear shift of the lifting GMKP (Fig. 1, pos. 16). As a result, the working fluid flows in a small circle. After switching the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 11), back to the pre-takeoff position, from the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 11), a signal will be sent to the block of adjustable bypass valves controlling the operation of the hydraulic motors (Fig. 1, pos. 3) and the flight control unit (Fig. 1, pos. 1). As a result, the block of adjustable bypass valves controlling the operation of the hydraulic motors (Fig. 1, item 3) switches to the pre-takeoff mode, and the flight control unit (Fig. 1, item 1) automatically gives a command to turn on the bypass valve of the electromechanical hydraulic distributor that controls the gear shift of the lifting GMKP (Fig. .1 item 16). As a result, the working fluid moves in a large circle, and the take-off and landing system operates in pre-takeoff mode.

For a complete stop of the propellers, it is necessary to turn off the gear on the control unit of the electromechanical hydraulic valve for gear shifting of the lifting GMKP (Fig. 1, pos. 14), i.e. switch to neutral.

After transferring to the neutral position of the control unit of the electromechanical hydraulic valve for gear shifting of the lifting GMKP (Fig. 1, pos. 14), the valve of the selected gear on the electromechanical hydraulic valve for shifting the gears of the lifting GMKP is turned off (Fig. 1, pos. 15). At the same time, after turning off the transmission on the control unit of the electromechanical hydraulic distributor for shifting the gears of the lifting GMKP (Fig. 1, pos. 14), the signal is sent to the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, pos. 11). After turning off the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 11), the signal is stopped to the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 1, item 3) and the flight control unit (Fig. 1, item 1) ). As a result, the block of adjustable bypass valves controlling the operation of the hydraulic motors (Fig. 1, item 3) is switched to the inoperative position, and the flight control unit (Fig. 1, item 1) automatically gives a command to turn on the bypass valves of the hydraulic system (Fig. 1, item 2 ). The working fluid from the bypass valves of the hydraulic system (figure 1, item 2) is directed to the pressure stabilization unit in the hydraulic system (figure 1, item 4), and from it to the tank for the working fluid (figure 1, item 13). At the same time, the flight control unit (Fig. 1, pos. 1) gives a command to turn off the bypass valve of the electromechanical hydraulic distributor that controls the gear shift of the lifting GMKP (Fig. 1, pos. 16), as a result, the working fluid in the lifting GMKP (Fig. 1, pos. 8) goes in a small circle.

On models where a gearbox is used to drive the air lifting pushers, the takeoff and landing control system works as follows. Let's consider an example of one propeller.

By starting the power take-off (Fig. 2, item 12), we start the drive of the hydraulic pumps. The hydraulic pump (Fig. 1, pos. 5) takes the working fluid from the working fluid tank (Fig. 2, pos. 13) and feeds it to the bypass valves of the hydraulic system (Fig. 2, pos. 2) located on the pressure stabilization block in the hydraulic system ( figure 2 item 4). Before turning on the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 11), the bypass valves of the hydraulic system (Fig. 2, item 2) are in the on position. The working fluid from the hydraulic pump (Fig. 2, pos. 5) through the bypass valves of the hydraulic system (Fig. 2, pos. 2) and the pressure stabilization unit in the hydraulic system (Fig. 2, pos. 4) returns to the working fluid tank (Fig. 2 item 13). Turning on the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 11) to the pre-takeoff position, we switch the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 3) to the pre-takeoff position. At the same time, the control unit of the block of adjustable bypass valves controlling the operation of the hydraulic motors (figure 2, item 11) sends a command to the flight control unit (figure 2, item 1), which automatically gives the command to turn off the bypass valves of the hydraulic system (figure 2, item 2) ... The working fluid from the hydraulic pumps (Fig. 2, item 5) through the bypass valves of the hydraulic system (Fig. 2, item 2) is directed to the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 3). From the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 3), the working fluid is directed through the high-pressure channels to the hydraulic motor (Fig. 2, item 6). The hydraulic motor (Fig. 2, pos. 6) starts to rotate and rotates the air lift pusher screw (gearbox) (Fig. 2, pos. 8), which rotates the air lift pusher screw (Fig. 2, pos. 7) installed on it in the pre-takeoff mode ... From the hydraulic motor (Fig. 2, pos. 6), the working fluid is directed to the pressure stabilization unit in the hydraulic system (Fig. 2, pos. 4), and from it to the tank for the working fluid (fi g. 2, pos. 13).

The working fluid, not used for the operation of the hydraulic motors (Fig. 2, item 6) at different stages of takeoff and landing, is returned from the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 3) through the pressure stabilization unit in the hydraulic system (Fig. 2 item 4) into the working fluid tank (figure 2 item 13).

By switching the control unit of the block of adjustable bypass valves controlling the operation of the hydraulic motors (Fig. 2, item 11) to the takeoff position, we switch the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 3) to the takeoff mode. Increases the supply of working fluid to the hydraulic motor (Fig. 2, pos. 6), as a result, the speed of the hydraulic motor (Fig. 2, pos. 6) and the speed of the drive of the air lifting pusher screw (gearbox) (Fig. 2, pos. 8) increase. The drive of the air lifting pusher screw (gearbox) (figure 2, item 8) begins to rotate the air lifting pusher screw (figure 2, item 7) in takeoff mode. With a further increase in the supply of working fluid, the aircraft rises into the sky.

After landing, switching the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 11) to the pre-takeoff position, we switch the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, item 3) back to the pre-takeoff position. As a result, the supply of working fluid to the hydraulic motor decreases (Fig. 2, pos. 6), and therefore the revolutions of the drive of the air lifting pusher screw (gearbox) (Fig. 2, pos. 8) and the revolutions of the air lifting pushing screw itself (Fig. 2, pos. 7 ). Turning off the control unit of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 2, pos. 11), we send a command to the flight control unit (Fig. 2, pos. 1), which automatically gives a command to turn on the bypass valves of the hydraulic system (Fig. 2, pos. .2). As a result, the working fluid from the hydraulic pumps (firm 2, pos. 5) through the bypass valves of the hydraulic system (Fig. 2, pos. 2) is directed to the pressure stabilization unit in the hydraulic system (Fig. 2, pos. 4), and from it to the tank for working fluid (figure 2 pos13). The air lifting pushing screw (Fig. 2, item 7) stops rotating.

2. Control systems for forward-backward movement, stop, left-right, and parking course consists of:

1. Flight control unit.

2. A block of adjustable bypass valves that control the operation of hydraulic motors.

3. Hydraulic control unit for forward-backward movement and stop.

4. Control unit for swing hydraulics.

5. Side movement hydraulics control unit.

6. Control unit for hydraulics of the parking course.

7. Flight stabilization control unit.

Control systems for left-right, forward-backward, stop, and parking travel work as follows.

After takeoff, to move the aircraft forward, it is necessary to switch the hydraulic control unit for forward-reverse and stop (Fig. 3, pos. 19) to the forward position. In this case, a signal will be sent to the flight control unit from the hydraulic control unit for forward and backward movement and stop (Fig. 3, pos. 19) (Fig. 3, pos. 1). The flight control unit (Fig. 3, pos. 1), will give a signal to the adjustable bypass valves of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 3, pos. 3), which are responsible for the operation of the hydraulic motors (Fig. 3, pos. 6) located on the drive air lifting pushing screws (figure 3 pos.8) rear air lifting pushing screws (figure 3 pos.7). As a result, the supply of the working fluid of the hydraulic system to the hydraulic motors (Fig. 3, pos. 6) located on the drive of the air lifting pushing screws (Fig. 3, pos. 8) of the rear air lifting pushing screws (Fig. 3, pos. 7) will increase. With an increase in the amount of working fluid passing through the hydraulic motors (Fig. 3, pos. 6), the speed of the hydraulic motors (Fig. 3, pos. 6) increases, and therefore the drive of the air lifting pushing screws (Fig. 3, pos. 8) and the rear air lifting pushing screws (figure 3 pos. 7). As a result, the aircraft begins to move forward.

After take-off, to move the aircraft backward, it is necessary to switch the hydraulic control unit for forward-reverse and stop (Fig. 3, pos. 19) to the reverse position. In this case, a signal will be sent to the flight control unit from the hydraulic control unit for forward and backward movement and stop (Fig. 3, pos. 19) (Fig. 3, pos. 1). The flight control unit (Fig. 3, pos. 1), will give a signal to the adjustable bypass valves of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 3, pos. 3), which are responsible for the operation of the hydraulic motors (Fig. 3, pos. 6) located on the drive air lifting pushing screws (figure 3 pos.8) front air lifting pushing screws (figure 3 pos.7). As a result, the supply of the working fluid of the hydraulic system to the hydraulic motors (Fig. 3, item 6) located on the drive of the air lifting pushing screws (Fig. 3, item 8) of the front air lifting pushing screws (Fig. 3, item 7) will increase. With an increase in the amount of working fluid passing through the hydraulic motors (Fig. 3, pos. 6), the speed of the hydraulic motors (Fig. 3, pos. 6) increases, and therefore the drive of the air lifting pushing screws (Fig. 3, pos. 8) and the front air lifting pushing screws (figure 3 pos. 7). As a result, the aircraft begins to move backward.

To stop the aircraft in mechanical mode while moving forward, it is necessary to switch the hydraulic control unit for forward-backward movement and stop (Fig. 3, item 19) to the reverse position. In this case, a signal will be sent to the flight control unit from the hydraulic control unit for forward and backward movement and stop (Fig. 3, pos. 19) (Fig. 3, pos. 1). The flight control unit (Fig. 3, pos. 1), will give a signal to the adjustable bypass valves of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 3, pos. 3), which are responsible for the operation of the hydraulic motors (Fig. 3, pos. 6) located on the drive air lifting pushing screws (figure 3 pos.8) front air lifting pushing screws (figure 3 pos.7). As a result, the supply of the working fluid of the hydraulic system to the hydraulic motors (Fig. 3, item 6) located on the drive of the air lifting pushing screws (Fig. 3, item 8) of the front air lifting pushing screws (Fig. 3, item 7) will increase. With an increase in the amount of working fluid passing through these hydraulic motors (Fig. 3, item 6), their revolutions will increase, and consequently, the drive speed of the air lifting pushing screws (Fig. 3, item 8) and the front air lifting pushing screws themselves (Fig. 3 item 7). As a result, the aircraft will start to stop.

To stop the aircraft in mechanical mode during backward motion, it is necessary to switch the hydraulic control unit for forward-backward motion and stop (Fig. 3, item 19) to the forward position. In this case, a signal will be sent to the flight control unit from the hydraulic control unit for forward and backward movement and stop (Fig. 3, pos. 19) (Fig. 3, pos. 1). The flight control unit (Fig. 3, pos. 1), will give a signal to the adjustable bypass valves of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 3, pos. 3), which are responsible for the operation of the hydraulic motors (Fig. 3, pos. 6) located on the drive air lifting pushing screws (figure 3 pos.8) rear air lifting pushing screws (figure 3 pos.7). As a result, the supply of the working fluid of the hydraulic system to the hydraulic motors (Fig. 3, pos. 6) located on the drive of the air lifting pushing screws (Fig. 3, pos. 8) of the rear air lifting pushing screws (Fig. 3, pos. 7) will increase. With an increase in the amount of working fluid passing through these hydraulic motors (Fig. 3, item 6), their revolutions will increase, and therefore the drive speed of the rear air lifting pushing screws (Fig. 3, item 8) and the rear air lifting pushing screws themselves (Fig. 3 item 7). As a result, the aircraft will start to stop.

To stop the aircraft in automatic mode while moving forward or backward, it is necessary to switch the hydraulic control unit for forward and backward movement and stop (Fig. 3, pos. 19) to the neutral position. In this case, the flight control unit (Fig. 3, pos. 1) will execute the commands coming from the flight stabilization control unit (Fig. 3, pos. 9), when the hydraulic control unit is switched off for forward-backward movement and stops (Fig. 3, pos. 19) ) the flight stabilization control unit (figure 3, item 9) will automatically align the aircraft relative to the horizon on all four sides. This is possible only if the aircraft hangs in place, and in the automatic mode, the flight stabilization control unit (Fig. 3, item 9) will not only stop the aircraft, but also compensate for the roll associated with air currents around the aircraft. The revolutions will be added to those air lifting pushing screws (Fig. 3, pos. 7) that will be below the horizon axis, this will continue until the aircraft stops and aligns with the horizon. The operation of the flight stabilization control unit is described in more detail in the section - safety system. The stopping process itself occurs according to the principle of manual stopping, that is, by changing the rotation speed of the necessary air lifting pushing screws (Fig. 3, item 7), as described above.

After takeoff, while driving, to turn the aircraft to the right, it is necessary to turn the axis of the steering hydraulics control unit (Fig. 3, item 20) to the right. In this case, a signal will be sent to the flight control unit from the steering hydraulics control unit (Fig. 3, pos. 20) (Fig. 3, pos. 1). The flight control unit (Fig. 3, pos. 1), will give a signal to the adjustable bypass valves of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 3, pos. 3), which are responsible for the operation of the hydraulic motors (Fig. 3, pos. 6) located on the drive air lifting pushing screws (Fig. 3, item 8) of the front left and rear right air lifting pushing screws (Fig. 3, item 7). As a result, the supply of the working fluid of the hydraulic system to the hydraulic motors (Fig. 3, pos. 6) located on the drive of the air lifting pushers (Fig. 3, pos. 8) of the front left and rear right air lifting pushers (Fig. 3, pos. 7) will increase ... With an increase in the amount of working fluid passing through the hydraulic motors (Fig. 3, pos. 6), the revolutions of these hydraulic motors (Fig. 3, pos. 6) increase, and therefore the drive of the air lifting pushing screws (Fig. 3, pos. 8) and the front left and rear right air lifting pushing screws (figure 3 pos. 7). As a result, the aircraft starts moving to the right.

After takeoff, while driving, to turn the aircraft to the left, it is necessary to turn the axis of the steering hydraulics control unit (Fig. 3, item 20) to the left. In this case, a signal will be sent to the flight control unit from the steering hydraulics control unit (Fig. 3, pos. 20) (Fig. 3, pos. 1). The flight control unit (Fig. 3, pos. 1), will give a signal to the adjustable bypass valves of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 3, pos. 3), which are responsible for the operation of the hydraulic motors (Fig. 3, pos. 6) located on the drive air lifting pushing screws (Fig. 3, item 8) of the front right and rear left air lifting pushing screws (Fig. 3, item 7). As a result, the supply of the working fluid of the hydraulic system to the hydraulic motors (Fig. 3, pos. 6) located on the drive of the air lifting pushers (Fig. 3, pos. 8) of the front right and rear left air lifting pushers will increase (Fig. 3, pos. 7) ... With an increase in the amount of working fluid passing through the hydraulic motors (Fig. 3, pos. 6), the speed of these hydraulic motors (Fig. 3, pos. 6) increases, and therefore the drive of the air lifting pushing screws (Fig. 3, pos. 8) and the front right and rear left air lifting pushing screws (figure 3 pos. 7). As a result, the aircraft starts moving to the left.

You can turn the aircraft both while moving forward and while moving backward. The principle and operation of the swing hydraulics during reverse travel is the same as when cornering during forward travel.

After takeoff, for lateral movement of the aircraft to the right, it is necessary to switch the lateral stroke hydraulic control unit (Fig. 3, item 21) to the right. In this case, a signal will be sent to the flight control unit from the side stroke hydraulic control unit (Fig. 3, item 21) (Fig. 3, item 1). The flight control unit (Fig. 3, pos. 1), will give a signal to the adjustable bypass valves of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 3, pos. 3), which are responsible for the operation of the hydraulic motors (Fig. 3, pos. 6) located on the drive air lifting pushing screws (figure 3 pos.8) air lifting pushing screws (figure 3 item 7) located on the left side. As a result, the supply of the working fluid of the hydraulic system to the hydraulic motors (Fig. 3, pos. 6) located on the drive of the air lifting pushers (Fig. 3, pos. 8) of the air lifting pushing screws (Fig. 3, pos. 7) located on the left side will increase. With an increase in the amount of working fluid passing through these hydraulic motors (Fig. 3, pos. 6), their revolutions will increase, and therefore the speed of the drive of the air lifting pusher screws (Fig. 3, pos. 8) and the air lifting pusher screws themselves (Fig. 3, pos. .7) located on the port side. As a result, the aircraft begins to move laterally to the right.

After takeoff, for lateral movement of the aircraft to the left, it is necessary to switch the lateral stroke hydraulic control unit (Fig. 3, item 21) to the left. In this case, a signal will be sent to the flight control unit from the side stroke hydraulic control unit (Fig. 3, item 21) (Fig. 3, item 1). The flight control unit (Fig. 3, pos. 1), will give a signal to the adjustable bypass valves of the block of adjustable bypass valves that control the operation of the hydraulic motors (Fig. 3, pos. 3), which are responsible for the operation of the hydraulic motors (Fig. 3, pos. 6) located on the drive air lifting pushing screws (figure 3 pos.8) air lifting pushing screws (figure 3 item 7) located on the starboard side. As a result, the supply of the working fluid of the hydraulic system to the hydraulic motors (Fig. 3, pos. 6) located on the drive of the air lifting pushers (Fig. 3, pos. 8) of the air lifting pushers (Fig. 3, pos. 7) located on the starboard side will increase. With an increase in the amount of working fluid passing through these hydraulic motors (Fig. 3, pos. 6), their revolutions will increase, and therefore the speed of the drive of the air lifting pusher screws (Fig. 3, pos. 8) and the air lifting pusher screws themselves (Fig. 3, pos. .7) located on the starboard side. As a result, the aircraft begins to move laterally to the left. To stop the lateral movement, it is necessary to switch the lateral stroke hydraulic control unit (Fig. 3, item 21) in the direction opposite to the lateral movement. The system will automatically change the speed of the propellers, as a result the aircraft will stop.

Parking move means moving in all directions at an extremely low speed or a speed close to zero. This result is achieved through the use of a parking assist hydraulic control unit (Fig. 3, item 22). The task of this unit is to provide a minimum supply of additional working fluid to the hydraulic motors (Fig. 3, pos. 6) of the drive of air lifting pushing screws (Fig. 3, pos. 8) when the aircraft moves in any direction. Thanks to this, we will obtain a change in the rotation speed of the lifting pushers equal to several revolutions, which will allow the aircraft to move in the selected direction at a speed close to zero.

That is, the joint operation of the parking assist hydraulics control unit (Fig. 3, pos. 22), the flight control unit (Fig. 3, pos. 1) and the block of adjustable bypass valves that control the operation of hydraulic motors (Fig. 3, pos. 3) is designed so that after turning on the parking stroke hydraulic control unit (Fig. 3, Rose 22), bypass valves of the block of adjustable by-pass valves that control the operation of hydraulic motors (Fig. 3, pos. 3), which are responsible for the additional supply of working fluid to the hydraulic motors (Fig. 3, pos. 6), will switch to the position of the minimum additional supply of working fluid. As a result, we will get the minimum difference in between the revolutions of the air lifting pushing screws (Fig. 3, item 7) when moving in any direction, and hence the minimum change in the difference in air flow. As a result, movement in the selected direction will occur at a minimum speed. The order of changing the direction of travel is the same as when moving forward-backward, left-right and lateral movement left-right.

3. The security system consists of:

1. Flight control unit.

2. Bypass valves of the hydraulic system.

3. Pressure sensors in the hydraulic system.

4. Height sensor.

5. Horizon sensor.

6. Flight stabilization control unit.

7. Block for switching propellers to autorotation mode.

8. Block of adjustable bypass valves for hydraulic motors operation control.

9. Block of pressure stabilization in the hydraulic system.

The security system works as follows.

Our aircraft are designed so that, with timely maintenance, failure of the power plant is impossible. In theory, propeller drive failure can occur due to engine shutdown or fluid leakage, which is possible only as a result of negligence in operation. Nevertheless, our aircraft are equipped with a flight safety system in case of emergency. Let's consider the order of its work. In the scheme, only two links in which a leakage of the working fluid is possible, this is the high pressure channel for supplying the working fluid from the block of adjustable bypass valves for controlling the operation of hydraulic motors (Fig. 4A, pos. 3) to the hydraulic motor (Fig. 4A, pos. 6) and the channel for returning the working fluid from the hydraulic motor (Fig. 4A pos. 6) to the block of pressure stabilization in the hydraulic system (Fig. 4A pos. 4). On the channels in front of the hydraulic motors (Fig. 4A, pos. 6) and the pressure stabilization unit in the hydraulic system (Fig. 4A, pos. 4), pressure control sensors are installed in the hydraulic system (Fig. 4A, pos. 10). Each of them is designed for a specific pressure. In case of a decrease in pressure, the pressure control sensor in the hydraulic system (Fig. 4B, pos. 10) sends a signal to the flight control unit (Fig. 4B, pos. 1). In this case, the flight control unit (Fig. 4B, pos. 1) transfers the bypass valve of the hydraulic system (Fig. 4B, pos. 2), which is responsible for the emergency section, to the operating position. As a result, the working fluid flows in a small circle: from the working fluid tank (Fig. 4A pos. 13) to the hydraulic pump (Fig. 4A pos. 5), from the hydraulic pump (Fig. 4A pos. 5) through the bypass valve of the hydraulic system (Fig. .4A pos. 2) and the block for stabilizing the pressure in the hydraulic system (Fig.4A pos.4) will go back to the tank for the working fluid (Fig.4A pos.13). At the same time, the flight control unit (Fig. 4 B, pos. 1) will give a signal to the unit for switching the air lift pusher propeller into autorotation mode (Fig. 4B, pos. 23), which is located on the disconnected air lift pusher rotor (Fig. 4B, pos. 7), this unit will transfer the disconnected air lift pusher screw (fig. 4B pos. 7) to the autorotation mode. Disabling one air lifting pusher propeller (Fig. 4B, pos. 7) will not affect the operation of the aircraft as a whole. In the event of engine failure, the flight control unit (Fig. 4B, pos. 1) will command all air lifting pusher propellers to switch to the autorotation mode (Fig. 4B, pos. 23), which will switch all air lift pushers (Fig. 4B, pos. 7) into the autorotation mode. In the event of an unsuccessful restart of the engine, the system will leave the air lifting pushing propellers (Fig. 4B, pos. 7) in autorotation mode, and the aircraft will smoothly descend to the ground. If the aircraft descends at a speed dangerous to the pilot's life, the signal from the distance measurement unit to the obstacle (Fig. 4B, pos. 24) will go to the flight control unit (Fig. 4B, pos. 1), which will automatically open the parachutes located in the aircraft. apparatus. At a height of at least one hundred meters from the landing surface, from the distance measurement unit to the obstacle (Fig. 4B, pos. 24), a signal will be sent to the flight control unit (Fig. 4B, pos. 1), the flight control unit (Fig. 4B, pos. 1) will inflate the air cushion installed around the perimeter under the aircraft with air. The design of the air lifting pusher screws drive (Fig. 4B, pos. 8) will ensure the operation of the air lifting pushing screws (Fig. 4B, pos. 7) in the autorotation mode.

The aircraft will be equipped with a flight stabilization control unit (Fig. 4B, pos. 9) in automatic mode. The flight stabilization control unit (Fig. 4B, pos. 9) is designed to align the horizontal axis of the vehicle relative to the horizon in all directions. This unit operates in automatic mode, but the system will carry out priority control commands given by the pilot. To stabilize flight in automatic mode, the pilot must stop operating the aircraft. In this case, the flight control unit (Fig. 4B, pos. 1) will put the apparatus into hovering mode and stabilize the position of the apparatus relative to the horizon.

The principle of operation of the device in automatic mode is as follows. The flight stabilization control unit (Fig. 4B, pos. 9) is designed so that it reacts to the slightest roll of the aircraft and tends to self-level with respect to the horizon in all four directions. At the same time, he automatically sends an electrical signal to the side of his body where there is a roll. This signal is transmitted to the flight control unit (Fig. 4B pos. 1). The flight control unit (Fig. 4B, pos. 1) automatically sends a signal to the bypass valves of the block of adjustable bypass valves that control the operation of hydraulic motors (Fig. 4B, pos. 3) which are responsible for the operation of those hydraulic motors (Fig. 4B, pos. 6) that are located below the horizon axis.

As a result, the supply of working fluid to these hydraulic motors increases (Fig. 4A, pos. 6), and therefore the speed of these hydraulic motors (Fig. 4, pos. 6), as a result, the speed of the air lifting pushers increases (Fig. 4A, pos. 7), which are driven by these hydraulic motors (Fig.4A pos.6). The device is aligned with the horizon. After aligning the apparatus relative to the horizon, the flight stabilization control unit (Fig. 4B, item 9) returns to the zero position, and stops supplying an electrical signal to the flight control unit (Fig. 4B, item 1).

While in motion, the flight control unit (Fig. 4B, pos. 1) will automatically calculate the safe distance to the obstacle, taking into account the flight speed. When approaching an obstacle at a distance less than a safe distance, the flight control unit (Fig. 4B, pos. 1), regardless of the pilot's actions, will give a command to change the course, or reduce the speed to the minimum permissible if it is necessary to land or approach an obstacle. To control the distance to the object on the aircraft, a block for measuring the distance to the obstacle is installed (Fig. 4B, pos. 24). The flight control system will operate as follows. Throughout the flight, the obstacle distance measuring unit (Fig. 4B, pos.24) will send a signal in all directions from the aircraft. After receiving the reflected signal from the obstacle, the unit for measuring the distance to the obstacle (Fig. 4B, pos. 24) will send a command to the flight control unit (Fig. 4B, pos. 1), which will automatically compare the speed of the aircraft and the distance to the obstacle. If it is necessary to continue the flight in the selected direction, the flight control unit (Fig. 4B, pos. 1) will issue a command to fly around the obstacle. For this, the flight control unit (Fig. 4B, pos. 1) will automatically change the rotational speed of the air lifting pushing screws (Fig. 4B, pos. 7) necessary for the maneuver to fly around the obstacle. If it is necessary to approach an obstacle, the flight control unit (Fig. 4B, pos. 1) will automatically reduce the speed of the aircraft, as it approaches the obstacle, until it stops completely after docking with the obstacle.

The order of operation of the flight control system, when changing the direction of movement and approaching an obstacle, is the same as during takeoff, when changing the direction of movement forward and backward, right-left and stopping the aircraft.

Claims (1)

Flight control system of an aircraft, consisting of a take-off and landing control system, a left-right, forward-backward, stop and parking control system, an aircraft safety system, characterized in that to control the operation of components and assemblies involved in flight , an electrohydromechanical system is used, in which a change in the operating modes of units and assemblies that control the flight occurs due to a change in the pressure of the working fluid in the electrohydromechanical system, consisting of hydraulic pumps, a flight control unit, hydraulic motors, a hydraulic system control unit, bypass valves of the hydraulic system, an electromechanical hydraulic valve , which controls gear shifting of lifting hydromechanical gearboxes, a block of adjustable bypass valves that control the operation of hydraulic motors and a pressure stabilization unit, while the transmission of torque from the source to the propellers is provided through hydraulics.

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